Engine-starting device.



Patented May 30, 1916.

4 SHEETS-SHEET I.

MAHITJPHE 5n C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION FILED JUNE 22v 1911.

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C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION FILED JUNEZZ, 1911.

Patented May 30, 1916.

4 SHEETSSHEET 2.

A mmw Inv Er;

Atrurn i-yfi.

WIEI. E'El El E5 @m@ m C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION man IUNE 22. m1.

Patented May 30, 1916.

InvE-r. B I v C. E. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION FILED JUNE 22, 19!].

Patented May 30, 1916.

4 SHEETSSHEET 4.

' {1113f STATES rA'r Ntr onnIoE.

CHARLES E. KErirEmNG, or DAYTON, OHIO, ASSIGNOR TO T E DAYTON ENGINEERING LABORATORIEOS co., ACORPORATION or 01110.

ENGINE-STARTING DEVICE.

.To all whom it may concern Beit known that I, CHARLES F. KnrT R- ING, a citizen of the United States, residing at Dayton, county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Engine-Starting Devices, of which the following is a full, clear,

' and exact description.

This invention relates to improvements in engine starting devices, some of which are shown in my previous filed and copending applications, bearing Serial Number 621,512, filed .April 17, 1911, and Serial Number 633,443, filed June 15, 1911.

It is one of the objects of the present invention to provide a starting system which is controlled by the spark controlling lever of the ignition system.- That is, the control of the startingsystem is consolidated with the spark lever control, such as is ordinarily used in combustion and explosive engines to advance or retard the ignition spark.

' That is, in the present invention the sparkcontrol lever, in addition to performing its usual functions of regulating'or controlling the ignition spark, is also adapted, when adjusted to a certain position, to perform the function, assumed by thepush button,

' in-my above named copending application,

that is, to effect the interlocking of the clutch pedal or operating member, and the means which-controls the coupling; of. the

, engine and starting device together, so that uponthe movement of the clutch pedal, the" 85 coupling means between the engine and starting'device will be-brought into operative position. .This same spark lever control is also adapted tolefli'ect an initial operation of the starting device, so as to facilitate 40 the coupling'up thereof to theengine. In

'- fother words, the starting device embodied- ,in the present invention 'is of 'thattype which comprises an electric motor, normally disconnected from the engine, and whereina 'it is desirable to impart aninitial movement to the" motor, previous to .the actual starting operation, so as .tofacilitate and make;

. sure of. a complete and eflicient coupling up V between the engine' and. starting device. Thus the. spark-controllever,-when moved inone'direction slightly beyond, its home or normal position, may be. utilized to can'se' the in tial. movement of the starting-device as well as -sa d lnterlocking, for engine start:

ijng' purposes, and thecontinued advance of Specification of Letters Patent.

Applieation filed June 22, 1911, Serial N 0. 634,657.

Patented May 30, 1916.

the same spark lever will then advance the spark of the engine, as soon as the same has been started and is operating under its own actuating power. This makes a simple and ready control of the initial starting operation of theengine, by means-of the sparklever. It is to be understood that this arrangement of the spark control lever may be home position while the engine is running,

if this same spark lever is utilized to control the starting operation, as described, it is desirable to prevent any such accidental functioning of the lever, while the engine is running. For this reason, mechanisms are so arranged that while the engine is running, the spark lever becomes ineffective when moved back to the initial starting position, so far as concerns either one of the functions of producing an initial movement of the starting device or coupling up the starting device to the operating member.

As a still further safe guard, a stopping device is provided in connection with the spark lever, so that when the lever is moved back to its home position, a latch operates to stop it in that position, so that the operator intentionally has to move this latch to permit the lever to be moved still farther into its socalled initial starting position.

Even though this is done while the engine is running, the other mechanism prevents the spark lever from operating as described, relative to the starting system. I

With these and other incidental objects in tion consists of certain-novel combinations embodiment of which is shown in the accomview, as will hereinafter appear, the invenpanying drawings and fullydescribed in the 1 following specification.

'In the drawings, Figure 1 is a top plan view of thechassis of an automobile, certam -parts of the chassis and automobile being coupling of the motor-generator to the en-.

gine, with the main operating member, or clutch pedal. Fig.- 3 is a detail perspective view in section,of aportion of the improved switch mechanism, employed in the present invention. Fig. 3? is a view similar to Fig. 3*, but discloses in addition, the bracket, whereon the, switch'casing. is mounted, to-

gether with the means for effecting thev opening and closing of the switch. Fig. 4 is a detail view in side'elevation of theelectrically controlled interlocking mechanisms,

which are normally loosely mounted upon the clutch shaft of the automobile. This charging position and vice versa. Fig. 9-is a fragmentary detail view of the coupling gearing in coupled position. Figs. 10 and view-also shows 'a pivoted or latch mechanism in engaging position with the curved arm, which is rigidly carried by the clutch shaft.- Fig. 5 is a view, similar to that of Fig. 4, but taken from the opposite side of said mechanism, the pivoted armature m this instance, being shown in disengaged po sition. Fig. 6'is a fragmentary top plan view of the steering wheel, showing my improved spark control-lever. Fig. 6 is a detail view'of the sparkcontrol-lever and its cooperating sector ,or quadrant. removed from the steering wheel. Figs. 7 and 7 are modified forms of the spark control lever and the cooperating sector. -Fig. 8 is a de-.

tail top plan view'of the multiplied gearing forcoupling the motor-generator and the engine, with the connections for controlling the actuation thereof. This view also shows the rod connected with the; controller for shifting the controller from starting to 10 are detail views of the-friction clutch mechanism, which couples up the Jmot'orgenerator, as 'a generator, to the engine.

Referring to the drawings forthe present, and more particularly to Fig. l thereof, it

may be stated that the type of automobile in wh1ch this improved system is. shown as applied, is a -Cadillacwhichtis a well .known" automobile on the market at the present time. In Fig. 1', the chassis of the automobile is shown hav ngthe side} frames 20,

- which together with certain transverse supporting members, carry and support'the engme 21, which 15 of the usual four cylinder founcycle type, employed in automobiles of opposite sides of the vehicle are indicated by the numerals 22 and 23 respectively. The

transmission gears iirthe present instance are contained in the casing 24, andare controlled by means of the lever 25, which when moved back and forth, selects the various I speeds forward, or the reverse speed as desired.

Mounted on the shaft 27 which is disposed substantially parallel with the crank shaft of the engine and which is normally used to operate the magneto, is an oil pump 26 which is of the same type as that heretofore used in automobiles ofthis character. This shaft 27, because of its location is advantageouslymade use of in the present system, as'will appear hereinafter.

w 28 represents the engine fly-wheel secured in the usual manner to the engine shaft and having a series of gear teeth, formed on or secured to its periphery, as at 29.

The transmission clutch 30 is of the usual construction and is adapted to be moved into and out of engagement with the conical surface of the interior of the 'fiy-wheel. The movement of this clutch is controlled through the medium of a yoke member 31, by movement of the transverse shaft 31, which -maybe termed the clutch shaft, to which said yoke is secured, and the operation or movement of the ordinary clutch pedal 32, whereby the engine will be connected and disconnected with the transmission gears of the vehicle in a- Well known manner.

' The motor-generator 33 is constructed and arranged to serve as a motor, for starting the engine and as a generator for charging theaccumulator or storagebatteries. This motor-generator is controlled as to its status,

as a motor, or generator, by a clutch pedal or operating member 32.

y The means by which the clutch pedal controls the status of the motor-generator, will now be described, referring to F 1, 4 and 5: Adjacentto one end ofthe-clutch shaft 31, the bracket 34 is loosely mounted thereon; that is, the said bracket normally permits relative oscillatory movement of; the

1.. 'clutch.shaft'3l,1but is held in fixed posiition, relative .to' any transverse or lateral movement thereon. This bracket is provided with an arm 35, having a bearing, which receives the stem 36,-'of the magnet 37 The stem 36 not only acts as a means for securing the magnet to the bracket 34, but also forms the core of the magnet. The bracket 34 also is providedwith a forwardly extend- -'ing portion 38, to the outer-end of which the armature or latch 40 is pivotally senormally' positioned in alinement with, butspaced from the core 36 of the magnet 37 (see. Fig. 4). The opposite endof the arma- "cured at 41. One end of the armature 40 is 9 made in the present case.

ture 40 is formed in the shape of a hook or tion shown in Fig. 4,' with the curved arm 43, which in turn is secured to the clutch shaft 31, by means of a key or suitable locking device 44.

Under certain conditions, it will be advisable to adjust the armature so as to either decrease or increase the space between the contact end of the armature and the magnet 37, and as one means for accomplishing this object, I have provided a thumb screw 45, which by being adjusted against a projection 46, formed on thearm 38, will adjust the armature into the desired position. A 7

small coil spring '47 normally tends to hold 5 1, 8 and 9).

the armature in disengaged position, as shown in Fig. '5.

The arm 0f the bracket 34 has a pivotal connection with the link 48, which extends rearwardly and is connectedto the straight arm lever 49, which in turn is rigidly mounted upon the vertical shaft 50.

The bracket or supporting member 51 .is rigidly secured on the cross brace 52 and, formsthe support for the vertical shaft '50.

An operatin rod 53 1s connected with the opposite en of the straight arm lever 49,

and extends forwardly and is connected vwith the shiftable or coupling gearing,

which couples up the motor-generator and the engine, for starting purposes (see Figs.

Inasmuch as it is desirable to shift the controller switch, which selects the electrical connections between'the accumulator and motor-generator.

motor-generator, with substantially the sameoperation. as that which shiftsthecoupling means between the motor-generator and the engine, suitable mechanisms are. arranged, which are. operated by, the same movement of the clutch pedal as that which shifts the.

coupling meansv between the engine and These combinations of. mechanisms are clearly shown and described in detail in my heretoforementioned co-..

pending applications and thereforeno detail description or showing thereof'will be.

gages with and is connectedto the mecha; 'ni'smsdescribed in my copending applica-' tion, for shifting the controller from charging P sition to starting. position and vice Referring forth e pasta :5 Figs. 2 ad of substantially in automobiles. The throttle lever cluded in a circuit which is independent of the operation of the controller switch and which will be designated hereinafter as the independent circuit. This circuit connects with the multiple series connections between the accumulator and generator, and

is normally open, inasmuch as it isnot de- I objects of the present invention is to provide means for controlling this initial movement of the motor-generator and the connecting up of the means for shifting the coupling gearing between the motor-generator and the engine, with the operating member through the medium of the lever which ordinarily is only used to effect the advance or retard. of the spark timer mechanism in ignition systems,.such as are in use on automobiles at the present time.

One embodiment of the means whereby the above object is attained, that is, the control ofthe independent electrical circuit which isadapted to impart a slow initial turning movement to the motor and to also connect up the means for coupling up the engine and motor-generator with the operating member or clutch pedal, will now be described together with, the structure of the steering mechanism and the throttle valve control.

The steering mechanism proper, comprising the hand wheel 300 and the ordinary hollow steering post 301, which is secured to said wheel by means of the arms'302 is the standard type now used .which controls the position of the. throttle valve and consequently the supply of fuel to the engine, is mounted in th'e usual manner upon the steering mechanism, and comprises the lever 302, rigidly secured to the tubular rod 303,

'shownfin, dotte'dlines in Fig. 3, as being zjourn'aled'within' the post 301. At the lower end OfztlllS tube or hollow rod 303, a suitable ibeveledfgear wheel 304 is attached, which meshes with the beveled pinion 305, which ,in turn is, rigidly mounted on the lower end- ,{iof the sleeve 306, to which is fastened the rod 307 (broken-away in Fig. 3. This a rod is normally connected with the throttle va'lve, by. any suitable mechanism (not shown) and upon the actuation of the said -rod, through the medium of the throttle lever 302, and the beveled gear arrangement which tends to oscillate the sleeve 306, the

throttlevalve will be opened or closed as desired, in accordance with themovement of the lever 302.

Within the, tubular rod 303, a rod 308 is 5 rotatably journaled, carrying at its lower end, a beveled gear wheel 309, which meshes in turn with the beveled. pinion 310, rigidly mounted on the Vertically disposed shaft 312, held in its proper position/by means of the bracket plate 313, which also supports the sleeve 306. This upwardly disposed rod 312 carries a link 314 (see Fig.1)

. which extends forward and connects with the lever projecting from the timer and distributer mechanismof the ignition system of the engine (see Fig. 1) v v The mechanism heretofore. described rel ative to the structure forefi'ecting the adjustment of the throttle'valve and also for effecting the advance and retard of the spark, by adjusting the timer mechanism, simply constitutes a conventional form for accomplishing these functions and one which is in general use.

2 As a means for adjusting the timer mechanism to secure the advance and'retard of the 1gn1t1on spark, the lever 315 is rigidly mounted on the upper end of the rod 308 and is adapted to be oscillated back and. forth over the sector 316,,whichin turn is mounted upon the support 316, and which also provides a guide or track-way for throttle lever 302. The adjustment of each" of these levers is effected manually by the operator of the vehicle.

40 ance that the free movement of the spark control-lever relative to thii sector will be prevented from inadvertent or accidental ad ustment. The inner edgeof the sector from home position to initial starting pos tion 1s cut away, as at 318, (see Figs.

6 and 6), so that when the spark controllever is moved back of home position, practically no frictional resistance will be encountered by the movement of the lever,

Q inasmuch as the spring pressed stud will no longer be in engagement with'the edge of the sector. The advantages of providing this cut away portion on the sector 316 will appear more clearly with the description of the mechanism cooperating with the spark control-lever, to effect the opening and closlngv of the independent electrical circuit which controls the initial movement of the starting device or motor.

Figs. 7 and 7 show a modified form of the means whereby the adjustment of the spark control-lever 315, from home-position to the initial starting position may be secured. Referring particularly to Fig.

7", it will be seen that theprojecting ledge 342 is secured to the quadrant 344, so as to provide an absolute and positive stop for the spark control-lever 315, at home position. When, however, it is desired to move the spark control-lever into initial starting position, the button 345 is pressed rearwardly so as to retract the spring pressed engaging member 346, which is mounted in the hollow end 347, of the saidjlever .and normally maintained in engaging position, by means of the coil spring 348, until the said engaging member is sufiiciently retracted, so that it will be free to ride over the ledge portion 342.

Mounted on the bracket 313, there is se-' cured, a switch box or casing 319, one wall thereof, as indicated by the numeral 320, being formed integral with the bracket memher 313. On the inner face of this wall is secured .a pair of oppositely disposed c011- tact members 321 and 322, the contact memher 321 being resilient, while the contact member 322 is substantially rigid. These contact members are inclosed by means of a cover 323 which is secured to the wall 320 in any suitable manner. Adjacent to the contact ends of the plates 322 and 321, a tubular projection 323 is formed in the cover 323, and is adapted to receive a push button 324, one end thereof projecting outwardly beyond the termination of said tubular projection. This push button .is normally held in position by means of the coil spring 327 which is mounted on the shank of said button, between the annular shoulder 325, formed on said shank and the ledge portion 326, carried by the cover 323. In order to facilitate the assembling of this push button, the contact end thereof is made independent fromthe shank portion and may be secured thereto, in any suitable manner, such as for instance, by providing the contact member with the small stem portion adapted to fit within a bore formed in the end of the shank portion.

As a direct means for operating the push button against the resistance of the spring 327, the curved arm 328is rigidly mounted I upon the vertically disposed shaft 312, which as has been stated, heretofore, is oscillated in accordance'with the movement of the spark control-lever. This curved 'arm 328 is provided at its free end, with the adjustable thumb screw 328, so that the'distance between the end of the push button and the said thumb screw may be regulated to suit conditions, that is, to determine the distance that the spark control-lever 315 must be moved back of home position, in order to effect the closing of the contact members. 321 and 322 for the purpose specified here inafter.

In the embodiment shown herewith, the sector or quadrant is provided with a like point, which may for convenience be designated as home position, (see Figs; 6 and 7 However, in this embodiment, this home position, does notindicate a limit of movement of the spark control-lever in either direction, inasmuch as this lever is capable of a limited further movement beyond said home position, in a direction, whereby the; ignition spark will be further retarded. The movement of the spark con-.

'. of the spark control-lever 315, beyond its home position, into What might be termed initial starting position, and the consequent shifting of the curved arm 328, into such position that it will tend to force the push button 324 inwardly against the compression of the spring 327 and thus effect the closing of said contact plates 321 and 322. Thus, the cut-away portion 318, previously referred to and shown in Fig. 6, gives a free movement to the spark lever 315, but the operator feels the resistance of the push button 324, under the influence of its spring 327, so that he immediately knows when the lever has been thrown back to this position, that this resistance to the further movement of the spark lever indicates that he has reached the position where the continned movement of the lever will operate the push button to cause the spark lever to perform the functions described in connection with the starting operation.

Referring to Figs. 2 and 5, it will be noted that the contact plates 321 and 322 are included within the independent electrical circuit which connects with the multiple series connections between the generator and accumulator and normally maintain this circuit in an open condition. v 1

In Fig. 2, one line of the electrical circuit is. designated by the numeral 63, which connects with the contact plate 321, while the oppositely disposed contact plate 322 is connected with the branch wire 68, leading to one end of the coil or winding 69 of the magnet 37, which as has heretofore been described, is loosely mounted upon the clutch shaft of the vehicle. The opposite end of the magnet coil 69, is connected with the series field, of the motor-generator, through the wire 70. The arrangement of the connections of this independent electric l circuit, permit the carrying out and a omplishment of a various number of novel functions, one of which will now be set forth.

Supposing that the engine 21 (see Fig. 1)

is at rest and that the coupling or multiengine.

plied gearing which constitutes the driving connections between the motor-generator 33 and the said engine, is in disengaged or nondriving' position, and that it is desired to start the engine 21, the spark control-lever 315 is'moved over the quadrant 316, until it registers with the point designated initial is charged, when the motor-generator is being driven as a generator, for charging purposes. The current passing through this independent circuit will instantly energize the magnet 37, whereby the contact end of I the pivoted armature or latch 40 will be attracted to the magnet core or stem 36, against the tension of the spring 47. Upon the movement of the contact end of the armature, the latch end 42 thereof, will con sequently be swung outwardly and into engagement with the curved arm 43, which as has been explained, is rigidly connected to the clutch shaft 31. By the construction of the interlocking portions of the latch mech anism 42 and the curved arm 43, it will be understood that upon said elements being brought into interlocked position and pres-- sure being applied to the clutch pedal, it will no longer be necessary to continue the passage of current through this inde pendent clrcuit, that is, providing the coupling gearing between the motor-generator and the engine has been brought into coupled position, inasmuch as the latch portion 42 and the curved arm 43 will be held in interlocked position by mechanical means. 'By the above arrangement, it will be obvious that the magnet 37 and bracket 34, together with the lever and link connections thereof, will be secured in fixed relation to the clutch shaft 31 throughout the engagement of the latch portion 42, with the fixed arm 43. I

As soon as the armature 40'and the fixed arm 43 are in interlocked position, the operator of the vehicle will move the spark in the same mannerthat the spark controllever is adjusted at the present time on antomobiles for the starting operation of the However, if the operator should control-lever 315 into any proper position,

fail tp do this and simply release the said lever 315, the spring 327 which has been compressed by the inward movement of the push button 324, will exert suffic ent pressure by its expansion, as to operate the intermediate connections between the arm 328 and the lever 315, to cause the said lever to be automatically advanced any predetermined degree, from. the point designated initial starting position. This constitutes resilient or spring means for forcing the spark lever out of its initial starting position, in case it should inadvertently otherwise be left there. In the ordinary operation of this system, the operator maintains the spark control-lever in its initial starting posit1on,unti1 the multiplied or coupling gearing between the motor-generator and engine has been brought into coupled position.

Inasmuch as the electrical circuit, wherein the magnet 37 is included, connects with 1 the series field of the motor-generator, it

'ed upon the clutch will be understood, that the current passes into the series field and tends to operate the motor-generator as a motor, at. a voltage of substantially six volts, this together with whatever efliect may be dueto the resistance of the magnetic circuit, causes a relatively low amperage, so that the motor-generator rotates slowly. Upon pressure being exertedal to move the same in a forward direction, the clutch shaft together with the magnet 37 and the link or lever 48 will also be moved in like direction, said clutch, through the -medium of the yoke I 31", being consequently disconnected from its driving engagement with the fly-wheel of the engine whereby the running gear of the vehicle will be absolutely disconnected from the propelling element, during the starting operation of the vehicle. Of course, in the present instance, the operating member for effecting thestarting operation is this clutch pedal referred to, but it will be understood that if desired, any type of operating device can be'used as an operating member to connect up directly or indirectly between the starting device and the engine, or to control the starting operation.

As has been stated, the forward movement of the clutch pedal necessarily imparts like movement to the lever 48, which in turn tends to shift the straight arm lever 49, and this lever by its pivotal connections with the lever 53, will pull said lever 53, rear wardly, and thus tend to bring the multiplied gearing of the motor-generator into position, to mesh with the driving gear of the engine. This multiplied gearing seen in Fig. 9, comprising a small pinion 71, is

mounted upon the shaft 72, which in turn has a flexible connection 53 with the rod or lever 53. The function of this flexible connection and the specific structure thereof, has been clearly described and shown in my co-pending application bearing Serial Number 633,443, filed June 15, 1911, and therefore further description will be omitted I clutch shaft 31 of v the automobile.

in the present case. The small pinion 71 is adapted to engage with the fly-wheel gear- 'is driven by the motor pinion 74 of the motor-generator.

Duringthe intervals that the multiplied gearing, comprising the pinions 71 and 73, is out of driving connection with their respective gear wheels, the gear teeth of'the respective enmeshing gears, may rest in such a position, that the end faces of the co-adjacent teeth of the respective enmeshing gears, may be out of their proper alinement, that is, they may be in such position, that when the multiplied gearing is moved'to enmesh the said gears, the end faces thereof, will come in conflict. By the initial rotation of the motor-generator, as a motor, at a low speed, this difliculty is overcome, inasmuch as the motor gearing .74 will be slowly rotated, and the pressure exerted on the multiplied gearing, will cause the large pinion 73 thereof,-to readily mesh with the pinion 74. By referring then to Fig. 8, it will be seen that the clearance between the small pinion 71, of the multiplied gearing,

When the clutch pedal 32 is operated, as

has been described. above, to connect or couple up the coupling, or multiplied gearing, with the motor pinion and the fly-wheel gearing of the engine, it is desirable to also shift the controller switch, so as to change the electrical connections of the system from their normal charging position, whereby the accumulator and motor-generator are connected in series multiple, to the starting position, in which position the accumulator and the motor-generatorare connected in series, so that the motor operates as a straight series motor- The manner of shifting the controller switch from charging to starting position has been clearly described and shown in my co-pending application, Serial No. 633,443, filed June 15, 1911, as including means-for connecting the controller switch with ltlhe e means of connecting the controller switch with the clutch shaft, and consequently with the clutch "pedal is fully described hereinafter. By shifting'the electrical "connections between the accumulator and the motorgenerator, fromseries multiple to series, current of an increased or multiplied voltage will be introduced into the motor-generator, causing the said motor to instantly operate, at a greatly increased speed. The .motor, operating at a high rate of speed will tend to turn the engine slowly through the medium of the multiplied or coupling gearing, which connects the motor-generator with the engine.

The engine, when once it becomes selfactuating, quickly increases in speed and because of the ratio between the engine flywheel gearing and the coupling gearing and.

motor pinion would soon tend to drive the motor-generator, at a prohibitive speed. The means for preventing the existence of conditions of this character, have been fully explained in my copending application, Serial Number 621,512, filed April 17, 1911, and will not therefore be described in the present case. However, as soon as the engine has become self-actuating, a suitable clutch mechanism will connect the motor-generator, as a generator, with a train of gears, located at the front end of the en 'ne, which may be termed, generator gearing. This operation of the motor-generator as a generator,

is secured in the following manner. The

front end of the crank shaft of the engine is provided with a gear wheel 225, which meshes on one side, with the pinion 226, to

\ operate the cam "shaft of the engine and thus actuate the engine, valves in a well known manner. This gear wheel 225 also meshes on the 0 osite side with the intermediate gear 22%, which in turn drives a pinion 228, secured to the end of the shaft 27.

Inasmuch as-it has been found advisable to drive the motor-generator, as a'generator, at substantially engine speed, the size of these connecting gear wheels is such that the armature of the motor-generator and the crank shaft of the engine will be operated at a substantially, one to one ratio.

The shaft 27 has heretofore been utilized to drive the magneto, on a car of this type, and also to operate the oil'pump. Because of a previous existence of a shaft of this character, in a car of this type, it has been found advantageous to use this shaft as one connecting means for one set of gearing between the engine and motor-generator.

Referring to Figs. 10 and 10, it will be seen'that the shaft 27 passes through the oil pump 26 and on one end, as has been heretofore escribed, there is secured-the small pinion 228. Adjacent the opposite end of said shaft, a collar 229, is rigidly secured by means of the pin or key 230. This collar is mounted a short distance from the end of said shaft, so as to leave a short section thereof, to enter into a bearing formed 1n the ratchet member 231 of the friction roller clutch 232, which connects up the motor-generator with the shaft 27, when the motor the casing 238, by any suitable means, such has an annular'c'ollar extending therefrom, provided with oppositely disposed slots or 70 recesses 240," wherein lugs 233, formed on the collar 229', shown in dotted lines in Fig. 10 fit, and thus secure the shaft 27 to the ratchet member 231. The ratchet member is provided on its periphery, with a plurality of beveled depressions 235, wherein friction members 234 of either the ball or roller type are placed. These friction members have suitable. small springs 241, mounted on the ratchet member 231, which normally tend to force the said members into the proper. position.

The motor-generator shaft 237 (see Fig. 10 is extended outwardly from the casing of the motor-generator and is keyed to an annular casing 238, by means of the pin or key 239. This casing 238 forms one of the cotiperatingmembers of the friction roller clutch and is adapted to receive the ratchet member of the clutch 231, as is clearly shown in Figs. 10 and 10.

A small cover plate 244 fits over the annular collar of the ratchet member 231 of the roller friction clutch and is secured to as the small screws 245, and prevents the entrance of dirt, etc., into the moving parts of the clutch. The operation of this friction clutch is as follows: When the motor-generator is. connected with the engine, as a motor, to start the same, the armature or motor-generator shaft 237 will of course, be rotated and will carry with it the friction clutch casing 238, in the direction shown by the arrow in Fig. 10. This will permit the casing 238 to rotate freely. relative to the ratchet member 231, inasmuch as the friction mem bers 234 will be maintained in the enlarged portions of the depressions 235. However, as soon as the engine becomes self actuating and the crank shaft is revolving, the genera= tor gears, comprising the gears 225, 227 and the pinion 228 will drive the magneto shaft and as soon as the speed of the engine picks up, the ratchet member 231 of the friction clutch will be carried forward in the direction of the arrow as shown in Fig. 10, thus moving the members 234 into the \j-shaped portion of the depressions or recesses between the ratchet member 231 and the mterior of the casing 238, thereby coupling these two members together, through the friction of the members 234, so that the armature of the motor-generator will be. driven by the engine, in such a manner that the motorgenerator will be operated as a generator, for charging purposes.

In order to compensate for any slight inaccuracy in the lining u of the enerator with the operating shaft 2 a coupl1ng,pref- 13 0 is brought back into normal position,. -whereby the transmission clutch will .be

erably of the Oldham type, designated by I .the numeral 27, formed by the parts- 229 and 231, as stated heretofore, is interposed between the oil pump and the clutch mechanism 232. If any slight inaccuracies occur.

in the alinement of the cooperating elements,

that is, between the shaft 27 and the genera-,

tor, this coupling will compensatetherefor and permit the free operation of the generator, regardless of the slight inaccuracy.

As soon as the engine becomes self actuating, the operator of the vehicle releases the pressure upon the clutch pedal, and by means of the spring arrangement, described hereinafter, the clutch pedal together with its shaft and the controlling mechanism,

moved into engagement with the fly-wheel of the engine and the vehicle will be ready to start, as soon as the proper adjustment of the transmission gearing has been made. i

will be tensioned, by the forward movement of the lever 49. As soon as the pressure is With the addition of the several connecting elements, which are carried by the clutch shaft and operated by the movement of the clutch pedal, it has been found advisable to supplement the action of the or,-

dinary spring which tends to return the clutch pedal to normal position, by means of an additional spring 85, of suitable strength, one end of which is secured to the end of the straight arm lever 49, which connects with the link 48, whereby said spring released from the clutch pedal, the said spring-85 will tend to return the several elements to their normal position.

The shifting I of the controller-switch, from starting position tov its normal charging position, is accomplished positively, in

the man er set forth in my copending application, filed June 15, 1911, Serial Number sea 4 3.

The circuit connections and means for rearranging the batteries so that they are connected in series with the motor-generator for starting purposes, and in multiple series for charging purposes, is clearly shown in Fig. 2.. By referring 'to'this diagrammatic Fig.2, it will be noted that the motorgenerator comprises a series winding 103 and a shunt winding 102. This shunt winding is cut out during the starting operation, whereby the motor-generator willop- Y crate as a series motor when the batteries Y are connected in series.

Now when'the'motor-generator is'operating asa enerator' for charging the batteries in mfitiple series, both the series and shunt windings are brought intooperation as is described more specifically hereinafter. In this connection,

it may be stated that the controller-switch which is substantially the same as that described in detail, in my copending applicaproximate voltage'of tw'o volts each, gives practically 24 volts, when the cells are connected in series. As has heretofore been stated, these cells are connected in series, to give this 24 volts for starting purposes, that is, for. driving the motor-generator as a motor, to start the engine. Whereas in charging, the cells are arranged in multiple series, having four groups or units each unit comprising three cells in series and these groups being arranged in parallel for charging, so that the charging takes place, at practically six volts.-

In the arrangement of the connections shown in Fig. 2, for accomplishing the shifting of the storage batteries in this manner, the dotted line connections represent the positions of the shifting switch controller, when the device is arranged for charging, while the heavy line connections represent the positions of the switch-controller, for the starting arrangement, that is, when the batteries are allin series.

The motor-generator 33, comprises a.

shunt compound differential round machine, having a rotating armature 101, provided with the shunt and series fields 102 and 103 respectively.

One of the lead wires 104 extending from the shunt winding of the motor-generator,

connects with the contact point which is shown in Fig. 2, as being connected by v the dotted line or electrical connection 106, which it will be understood, only connects said wire 104'with' the wire 107. when the motor-generator is being employed asa generator for charging purposes. The solid black line or electrical connection 108, illustrating the position intowhich the connection 106, is shifted, when the motor-generator is-operating asa motor. It will therefore be seen that the solid lines and the dotted lines really 'represent one, and the same element, shiftable-into two 'distinct positions.

' Thelead wire 109 extends the point 110 to form the common wire for .connectin up one side of the batteries, when arrange in multiple series, for charging purposes.-

At the'p'ointll O on this wire 109, there extends downwardly, a lead wire 112 which connects with the contact strip" 113 which is embodied in the automaticcut-out device." The armature 114 of this cut-out device is connected to the coil 115, to which the opposite end of the coil 116 is connected by means of the short branch wire 117, leading from the line wire 120, whilethe other end of this coil 116 is connected to the other line wire 118 of the system. The armature 114 is normally held out of engagement with the contact strip 113 by means of a small v spring 119 (see Fig.2). The function of 1 this cut-out device will now be described.

When the motor-generator 33 is being emloyed as a generator, to supply current to the accumulator or storage batteries, the rotation of the armature 101thereof, causes the current to build up in the shunt field 102 and gradually to also enter and build up in-the series field 103 to such a point that a balancing effect willbe obtained between the two fields. The initial How of current through the series field and wire 120, first has to enter the high resistance coil 116, in-

asmuch as the armature is in open position, and will continue in this path until the core 121, of the cut-out device has become energized sufliciently to attract the armature 114, against the resistance of the spring 119.

The initial flow of current from the gen erator is therefore through the series coil or field 103, wire 120, through the high resistance coil 116, branch wire 122 into the main line wire 118, back into the opposite side of the generator. The resistance of the 1 coil 115 is much lower than that of the coil 116 and therefore, as soon as' the core 121 of the cut-out device has become sufiiciently energized to attract the armature 114, thus making the contact between the said armature of the contact plate 113, the current will pass through the low resistance coil 115, the

40 armature 114, contact plate "113, wire 112 to the common line wire 109, instead of passing through the high resistance coil 116. This cut-out device operates to prevent the current, from the storage battery, discharging back through the generator, in case the generator should slow up, so as-to reduce this current by the. slackening of its speed- That is, the kick back of the current, from the storage battery, running through: coil 115 reversely,'would break the circuit connection between the armature 114 and the strip 113, the armature being immediately restored, to its open position, by-means of the spring 119. This cuts the storage "bat- ,tery out of the generator circuit. and leaves the generator circuit running through the high resistance coil 116,wherei n'the current is ,now too weak on account of the slow speed of .the generator, to energize the core sufliciently to 'restore the contact between the strip 113 and the armature 114.

Going back to the battery iconnections, it'

will be seen that when the cut-out device is closed and the current is passin'g therethrough, into the wire 112 and wire 109, it

wire 138 to the line wire 118.

will be distributed among the various groups of cells or units of thestorage battery. In Fig. 2, it will be seen that the branch .wire 125 leads from the point 126, on the wire 109 to the point 127. This point is connected by the dotted line or electrical connection 128, to the contact point 129. From this point 129, the connecting wire 130 extends to thepositive pole of the lefthand set or unit No. IV, of the storage battery. The four different sets of cells are designated by Roman numerals, in Fig. 2, also with their positive and negative terminals, for the sake of convenience. From the opposite side of this set of cells or unit No. IV, the lead wire 131 extends down Wardly to and connects directly with the wire 118, which in turn leads back to the motor-generator.

Leading from the contact point 129, is a 5 heavy line or connecting strip 132, which connects with the contact point 133. As previously stated, this heavy line connection 132 represents the shifted position of the dotted line connection 128 and vice-versa.

The lead wire 134 connects the contact point 133 with the contact point 135, which is located on the opposite side of the third set of the accumulator cells or unit No. III. From this point 135,.a dotted line connection is shown connecting with the contact point 137, which in turn, is connected by the The heavy line connection 139 indicates the shifted position of the dotted line connection 136, when the connections of the battery are shifted, from charging to starting position. Without repetition of the details of the connections of the other'sets of cells of the storage battery, it is thought that a brief description will make clear, just what the system of connections is, making use of the dotted and heavy lines, for the respective shifting positions. Ithaving been stated that the heavy lines of these V-shaped shift- 11o ingelements, represent the positions of those parts for the starting operation, it will be assumed first, that the heavy lines in such cases represent. the actual connection, there being nocross connections. The circuit may,

for instance, start at the lower side of the right hand set of batteries or cells, that is,

set No. I, the current running through the lead wire 150 to. the point 151: thence through the connecting wir'e 152 to the polnt .120

.153, which, is connected by the heavy line I connection 154', to thewire 15 5 which connects with the opposite or'positlve termmalof unit No. II, thence across the. battery through the wire 156 towire 157 and thence into the unit No; III, through the medium of the heavy connecting'strip Y158 and wire 159. The current then passes through the 4 unit No.'-'III, into the wire -160'through the -point135, wire 134, heavy connection 132,

. the coil- 116, wire 1122 into the mainline? wire 130, through unit No. IV, into wire 131, thence through the main line '118 into the motor-generator 33, thus operating the motor-generator as a motor, under the combined voltage of all of the units of the battery. The circuit is completed through the series field 103, wire 120, branch wire 162,

v 'which short-circuits the cut-out device heretofore mentioned, through the heavy connecting strip 163,; into wire 109, through which it passes into the positive side of unit No. I. When in this connection, it will be noted that the shunt field or. winding is cut out, because of the gap, which is represented by the dotted line 106. This arrangement causes high voltage through the motor for starting and a straight series wound motor to give torque, for the purposes, and with the advantages heretofore referred to.

creating suflicient power to turn or crank the engine and thus automatically start the same,'the mechanical switch or controller is shifted, as has been heretofore explained, through certain mechanical connections, so that the series connections of the accumulator are withdrawn and the connections for the charging operation are drawn into place. This condition of the switch or controller as shown in the diagrammatic connections of Fig; 2, for the charging operation .will now be explained.

Starting at the generator the current divides into two circuits, the first of which passes into the shunt field through the wire 107, through the dotted line or electrical connection 106, wire104, shunt field coil 102, wire 104 into the opposite brush of the generator. This energizes the shunt field. The other divided circuit'starts from the positive brush of the generator through the series coil 103 to the lead wire 120. Until the engine-speeds up there is not suflicient current passing into the coil 116 to attract the armature 114, through the core 121.

The current will therefore pass through wire 118 thus making the. complete circuit. As soon; as the engine speeds up and the series andshunt fields of the generator have 1 been brought to apoint .where the voltage is suificient-to overcome the battery voltage,

then sufi'lcient current will pass through the.

coil 116, of the cut-out device, to energize the'core 121,-tosuch a degree that the armature 114 will be attractedthereto and thus.

make contact with'the plate 113. "As'soon'as this action occurs, the current will immediately pass through the low resistance coil 115, thence through the armature and contact plate 114 and 113 respectively, into the I, wi-re 130, through the fourth unit of the wit-e112 and intotheline wire 109. From thence the current flows through the wire 125-, through "the dotted line connection 128,

Immediately upon the motor-generator battery, out through the wire 131 into the main line wire 118, and thence back to the generator. At the same time the other three units of the battery are being charged in substantially the same manner, by reason of the fact that from the common wire 109 there extends the lead wires 175, 176,'

to the upper side of the said groups of cells,

while the lower sets of these groups are connected to the main line wire 118, through the wires 150, 156 and 160, dotted line connections 180, 181 and 136 and branch wires 185, 187 and 138 respectively. Thus under these dotted line connections, it being understood that the heavy line connections are eliminated when the system is in charging position, the generator is now in its condition for charging the batteries in multiple series arrangement of four groups in parallel, with three cells in series in each group, and the generator has its field wound with a shunt-compound diflerential winding arrangeinent.

The above described connections for operating the motor-generator as a motor, at a multiplied voltage at 24 volts and to permit the-motor-generator to act as a generator, to charge the accumulator at substantially six volts, are absolutely controlled by the shifting of the controller switch.

Ashas heretofore been stated, thereis an 7 additional electrical circuit connection between the accumulator and' motor-generator, which is provided so that the motor-generator may-be operated as a motor, at a reduced voltage, as compared with the voltage at.

which the motor-generator operates as a motor for starting. purposes, or at substantially the same voltage as that at which the accumulator. is charged by the motor-generator, acting as a generator, namely six volts.

This electrical connection or circuit, comprises wire63, which,is tapped off of the main line wire 109, and leadto the contact plate 321.v The contact plate 322,-which is mounted within theswitch box 319, is oppositely disposed to the contact member 321 and is suitably insulated therefrom. The

lead. wire 68, extends from, the contact plate 322 to the magnet coil 69, the opposite end of which is connected with the series field of the generator, by means of the wire 70.

The entire circuit just described and which is adapted to be closed and opened, as has heretofore been described, by means of the through said circuit, will be reduced below the amount of current which is normally charged -into the accumulator, when the motor-generator is operating asa generator, under normal conditions. The difference in resistance, between: this additional electrical circuit and the charging circuit, also efi'ectually provides a safety device, inasmuch as the flow of current through this circuit will be practically negligible; that is, this flow of current will be insuflicient to operate the armature 40, even though the circuit is closed through the operation of the spark controllever, at any time While the motor-generator is operating as a generator, or at least at any time while the cut-out device is closed, to permit the passage of current therethrough. This same arrangement, consequently acts as a safety device for preventing the coupling up of the mechanical con-' nections and the operation thereof, at any time except when the motor-generator and the engine itself is at rest or the cut-out device is open. Therefore, when the engine is running, even though the spark lever should be thrown back to the initial starting position, no trouble arises therefrom, because thegstarting functions of the spark lever, as above referred to, then become disabled because of the circuit conditions described. From the connections of this additional or supplemental electrical circuit, it will be understood that the closing' of the switch by the operation of the spark control-lever, is necessarily the initial operation of, the system and takes place while the controller switch is in charging position, so that currentiunder the voltage of the several units in multiple series, is permitted to pass through this circuit into the motor-generator, to operate the same at a low voltage, for the purposes hereinbefore set forth. While I have set forth the various operations of the system as the description has progressed, a brief description: will now be given of the sequence of operations, as they occur when it is desired to start the engine of the vehicle.

Supposing that the motor-vehicle, to-

gether with the engine and motor-generator are at rest, and that the connecting elements thereof, arein their normal or home position, the operator of the car first shifts the spark control-lever, which is mounted upon the steering wheel, over the sector or quadrant, until it registers ,with the point designated as initial starting position. This action closes the initial starting ci-rcuit and causes the current to be introduced into the motor-generator, to actuate the same at a low voltage. The passageof current through this circuit, also causes the connection or coupling up of the interlocking'mechanism, which is mounted upon the clutch shaft, with the clutch pedal ormain driving gear of the vehicle with the engine, is positively disconnected from driving connection with the engine. Immediately upon the controller switch being shifted into starting position, the current under the combined voltage or through series connections, passes into the series field of the motor-generator and actuates the same, at ,a multiplied voltage, with suflici'ent, power to turn or crank the engine and thus automatically start the same. As soon as the coupling or shifting gears, between the motor-generator and the engine have been brought into coupled position, the operator may move the spark control-lever over the quadrant to the most advantageous position, for starting, without affecting the connections between the interlocking mechanism and the clutch shaft. The'reason for this will be obvious, inasmuch as the construction of the interlocking elements is such that once they have been brought into interlocked position and pressure is applied, to the operating member, the said parts will be mechanically maintained in their inter locked position, until such time as the pressure is released from the clutch pedal.

Upon the engine becoming self actuating,

the operator may release the pressure from the clutch pedal or operating member, which will automatically be returned, to its home or normal position, by means of any suitable spring arrangement, whereby the transmission clutch, which has been held out of engagement with the engine, will be returned to its driving connection with the fly-wheel of the engine. The release of the pressure from the clutch pedal and the adjustmnent of the spark control-lever, away from the point designated initial starting position, will of course, cause the spring 47 (see Figs. 4 and 5) to automatically disengage the interlocking mechanism,

loosely coupled on the clutch shaft, from its engagement with the elements rigidly secured to said clutch shaft, inasmuch as the circuit which controls this interlocking mechanism, is instantly broken, upon the removal of the spark control-lever, from the initial starting position and the mechanical connection between these elements is instantlyrelased, upon-pressure belng removed from the main operating member. Simultaneously with the-return of the clutch pedal to its home position, the gears which couple up the motor-generator and the engine, will be forced out of their driving position, and

the controller switch will so be shifted that mally loosely mounted on the clutch shaft and is only brought into operative position, at such times as the magnet 37 is energized, under which condition it causes the coupling up of the'pedal shaft with the magnetic device.

, While the system, herewith shown and de-' scribed, together with the combination ofmechanisms embodied therein, is admirably adapted to fulfil the objects primarily stated, it is to be understood that it is not desired to confine the'invention tothe form of embodiment of the invention, here dis closed, inasmuch as'it is susceptible of embodiment in various forms, all coming with-' tn the scope of the claims which follow.

What I claim is as follows: 1. In an engine starting device, the combination with an engine, including an ignition system therefor, and a spark controlling lever for said ignition system; of a starting device for said engine; means for coupling said starting device to said engine;

an operating member for controlling said bination withan engine, including an igni tion system and a sparkcontrol-lever for coupling means, normally disconnected therefrom; and means controlled by said spark control-lever. .for effecting the connection of said operating member to said coupling means. i

In an engine starting device, the combination with anengine, including anignition system, and a'sparkcontrollingv lever for said ignition system; of a starting device for said engine; means for coupling said;

starting device to said engine; an operating member for controlling said coupling. means,

normally disconnected therefrom and electrol-lever for effecting said connection of.

said. operating member to said coupling means. 1

3. In an engine startlng dev1ce,-t he1com said system; of a starting'idevi ce for' said starting device together; an operating memengine; means for coupling the and ber for controlling said coupling means;

an accumulator comprising a plurality of units; electrical series connections between the units and the electric motor, for operating the motor under the combined voltage of'the accumulator, when the engine and motor are coupled together; and independ ent electrical connections under control of the spark control-lever, for initially operating said motor under the voltage of one of the units of the accumulator. l

5. In an engine starting device, the combination with an engine, including an i ition system, a spark control-lever there or; of an electricmotor'for said engine; means for coupling the engine and motor'together;

an operating member normally disconnected from said coupling means; an accumulator compr sing a plurality of units; electrical series connections between the units of the accumulator and the electric motor, for op.- .erating the motor under the combined voltage of the accumulator, when the engine and motor are coupled together; independent electrical connections under the control of the spark control-lever, for initially operat ing said motor, under the voltage of one of the units of the accumulator; and interlocking means,controlle d by said independ-' ent electrical connections, for connecting the operating member and the. coupling means together.

6. In a motior-vehicle, the combination with an engine and running gear, comprising a steering mechanism; of a starting device for sald eng ne; means for coupling the starting device and engine together; an operatlng member for controlling said cou-' plingmeans; and means carried. by the steering mechanism but operable inde endently thereof, for efletingthe connection of said operating member to "said -coupling, means. I 7. In a motor vehicle, the combination a withanenginefa'nd running gear, compristrical means controlled by said spark .con-" ing a steering mechanism; of a starting de- 7 'vice'for said engine; means for coupling the starting'deviceand engine together; 'anop-fi crating member for controlling said cou- -pling means; [and electricaLfmeans mounted on the steering mechanism I for effecting said coupling means.

8. In a motor-vehicle, the combination with an engine and running gear, comprising a steering mechanism; of a starting device for said engine; means for coupling the starting device and engine together; an operating member for controlling said coupling means; electrical means for effecting the connection of said operating member to said coupling means, comprising a switch element; and means mounted on the steering mechanism but operable independently thereof for actuating said switch element.

9. In a motor-vehicle, the combination with an engine and running gear, compris ing a steering mechanism; of a starting device for said engine; means for coupling the starting device and engine together; an operating member for controlling said couping means; and electrical means for effecting the connection of said operating member to said coupling means, comprising a switch element having an inclosing casing carried by the steering mechanism.

10. In an engine starting device, the combination with an engine, including an ignition system; of a starting device for said engine; coupling means operable to couple the engine and starting device together for starting purposes; a spark controlling lever for said ignition system; and means controlled by said lever for effecting an initial movement of the coupling means, to facilitate the coupling of the engine and starting device together.

11. In an engine starting device, the combination with an engine, including an ignition system therefor; of a spark controlling lever capable of a range of movement from retarded to advance spark position for controlling the ignition system; a starting device for said engine; means for connecting said engine and starting device together; and means controlled by the spark controlling lever when it is moved into its retarded spark position for effecting the coupling of the engine and starting device together.

12. In an engine starting device, the combination with an engine including an ignition svstem therefor: of a spark controlling lever capable of, a range of movement from retarded to advanced spark position for controlling the ignition system; a starting device for said engine; means for connecting said engine and starting device together; and means operable by the spark control lever when it is moved into its retarded position for effecting a preliminary movement of the starting device to facilitate the coupling thereof to the engine.

13. In an engine starting device, the combination with an engine, including an ignition system therefor; of a spark controlling lever capable of a range of movement from retarded to advanced spark position for controlling the ignition system; a starting device for said engine; means connected with said spark lever for controlling the operation of said starting device, when the spark lever is in its retarded position; and blocking means for preventing the movement of the spark lever into its position for controlling the operation of the starting device, but having provisions to release the blocking means to permit such movement.

14:. In an engine starting device, the combination with an engine, including an ignition system and an ignition controlling element; of a starting device normally disconnected from said engine; means for coupling the engine and starting device together; and means operable by said ignition control element to effect a preliminary movement of said starting device to facilitate the coupling thereof to the engine.

15. In an engine starting device,thecombination with an engine, including an ignition system having a spark control element; of an electric motor; means for connecting said motor to the engine for starting purposes; and means operable by the spark control element for imparting an initial operation to said motor to facllitate the coupling of the motor and engine together.

In testimony whereof I aflix my signature in the presence of two subscribing witnesses.

CHARLES F. KETTERING. Witnesses:

GEORGE B. MGCANN, EARLE WELBORN. 

